Automatically-operable signaling mechanism



May 8, 1928.

R. A. STALLINGS AUTOMATICALLY OPERABLE SIGNAL JING MECHANISM 1927 3 Sheets-Sheet. 1

Filed March 26.

I INVENTOR. Roscoe A 6 A TTORNEY.

May s, 1928.

1,669,310 R. A. STALLINGS AUTOMATICALLY OiERABLE SIGNALING MECHANISM Filed March 26. 1927 5 Sheets-Shea.

l l V l l u I N VEN TOR. Roscoe A STQZ Ziny-S,

A TTORNEY.

May 8, 1928. 1,669,310

I R. A. STALLINGS AUTOMATICALLY OPERABLE SIGNALING MECHANISM Filed March 26. 1927' s Shets-SlTee. :5 7

'1 H." u m| 1mm G """lllllllhn. llllllflllllllllllll i l I 1 a I N V EN TOR.

Rescue A. ,S'Zallinys,

, X T'I'ORNEY.

Patented May 8, 1928.

1,669,310 PATENT" OFFICE.

nosoor. A. s'rALLInos, or MACON, crnoaora.v

" UTOMA ICALLY-Marianna SIGNALING" mnonzamsu.

Application filed March 26, 1927 Serial No. 178,712.

This invention relates to an automati-- cally operable signaling inechanismfor rail way crossings, and has for its object to pro vide, in a manner as hereinafter set forth, a mechanism automatically operated by, on the approach of'and before a'train reaches a crossing for shifting the mechanism to signaling position to safeguard a pedestrian or a driver-of a vehicle in indicating to the pedestrian or driver the approach of a train to the crossing, under such conditions reducing possibility of accidents to a minimum, and furthermore whereby the mechanism is returned to non-signaling position as the train travels over'the crossing.

Further objects of the invention are to provide, a signaling mechanism for railroad crossings, in a manner as hereinafter set forth, and which is simple in its'construction and arrangement, strong, durable, thoroughly efficient in its use, automatic in its action, readily installed with respect to a railway track and crossing and comparatively inexpensive to manufacture.

With the foregoingand other objects in view the invention consists of the novel con- 'struction, combination and arrangement of parts asv hereinafter more specifically described, and illustrated in the accompanying drawings, wherein is shown an. embodiment of the invention, but'it is to be understood that changes, variations and modifications can be resorted to which fall within the scope of the claims hereunto appended.

In the drawings wherein like characters denote corresponding parts throughout the several views: 7 Figure 1 is a topplan view of a railway track and a road crossing and showing the adaptation therewith of a signaling mech anism in accordance with this invention.

Figure 2 1s a side elevat onof the'railway track crossing and further illustrating the mechanism in adaptation therewith and with the signal arm of the mechanismillustrated in dotted lines and disposed in signaling position with respect to the crossing;

Figure 3 is a fgagmentary view of the mechanism, in side elevation, and showing a trip member in inoperative and operative positions and further illustrating the position of one of thewheels of the trainfwith respect toth'e trip member. The inoperative- 'rmsition of the trip member is stow-a in full lines and the operative position in elevation illustrating the signaling armin:

inoperative position in dotted lines and in operative position in full lines.

' Figure 6-is a fragmentary view in section illustrating the combined controlling and cushioning spring for the signaling arm. Figure 7 is a fragmentary view in section illustrating the locking means for the signaling arm.

Figure'8 is a perspective view of the operating shaft of the mechanism. 7 J

A signaling mechanism for railway cross ings in accordance with this invention is shown set up by way of example in con nection with a singletrack and with but one arm employed forsignaling purposes with respectto the crossing, It willbe statedothat ifthe crossing is unusually wide, that two mechanisms can be employed, which are oppositely disposed with respectto each other, and with the signal arm'of each mechanism extending in opposite directions and approximately half the width of the crossing. With the two mechanisms set up in a manner as stated, there would only be employed therewith a single operatlinnghshaft andwhich would be commonto 0t r i i v The mechanism is set up relative to the track whereby it can be operated to -signaling position when a train travels in either direction on the track. 3 1 "Referring toxthe drawings in detail 1 and 2 indicatea pair of track rails, arranged in spaced relation andmounted upon the ties 3. The road crossing 'is iindicated at 4.

Extending transverselyof the track and adjacent one 'side of the road crossing'4 is a support ,5iiwhich, projects laterally,'in both directions, from thekends: of the ties 3.

Journaled in the support 5 is a rock shaft 6 providing the operating shaftof the mechanism; The shaft 6 hasitsends extended fromthe ends'of the'support [5 and at one end the shaft 6"is formedwithavertically disposed crank arm 7 and at its other end llG thereof indicated at 10, 11 and with the arm 10 extending upwardly from the shaft 6 and the arm. 11 depending therefrom. The double crank is secured centrally thereof, as at 12 to the shaft 6. The upper end of the arm 8 is provided with an eye 13, the upper end of the arm 10 with an eye 14 and the lower end of the arm 11 with an eye 15. The function of the eyes 13, 14, 15 will be presently referred to.

Positioned between the track rails 1 and2 and in proximity to the. inner side. of the track rail 2, is a vertically movable trip member 16 which is positioned in advance of the shaft 6 and is adapted to be operatedby a train travelling in the direction of the arrow 17. Positioned between the track rails land 2 and in proximity to the inner side of the track rail 2 is a trip member 18 which is arranged beween the shaftG and theroad crossing 4 and is adapted to be operated by a train when travelling in the direction of the arrow 17 or the arrow 19. Positioned between the track rails l and 2 and in proximity to the inner side of the track rail 2 and spaced from the other side of the road crossing 4 is a trip member 20- adapted to be operated by a train when travelling in the direction of the arrow 19. The trip member 16 is pivotally mounted upon a pair of spaced crank shafts 21', 22. The trip member 20 is pivotally carried by a pair of crank shafts 23, 24. The crank shafts 21 to 24 both inclusive are positioned between certain of the ties 3. Associated with the shafts 21, 22 is a support 25, arranged exterior'ly of the track rail 2, and associated with the crank shafts 23 and 24 is a support 26 positioned exteriorly of the track rail 2. The supports 25 and 26 are secured to certain of the'track ties 3 at the top and one end of these latter. Each of said supports has depending therefrom a pair of bearings 27,28 for a pair of crank shafts. p

WVith reference to Figure 4 the crank shaft 22, as well as the crank shaft 23 comprises a body portion 29 of a length to project inwardly from the track rail 2 and outwardly from the support 25 or 26. The outer end of the body portion 29 is formed with a depending crank arm 30 and its inner end with an upstanding crank arm 31 formed with a lateral lug32 which is peripherally threaded as at 33. A bearing 34 is secured to the track rail 2 for the body portion 29. The lower end of the crank arm 30 is provided with an apertured enlargement 35 which forms an eye. Secured to the body portion 29 between thetrack rail 2 and a support 25 or 26 is a counterweight 36. The trip member 16 or 20,with reference to Figure 3 consists of a body portion 37 having oppositely bevelled ends 38, 39 and its top edge inclining upwardly from each end to the center thereof as indicated at 40, 41'. The top edge of the trip member is adapted to be engaged by the flange 42 of a wheel and as the flange 42 travels over the trip member the latter is depressed, see

dotted line position shown in Figure 3. With reference to Figure 4' the trip member, in cross section is substantially of rectangular contour, as indicated at 43 and with its lower face, from its outer side inclining downwardly. The'trip member is formed with a pair of spaced depending apertured lugs 44, 45 and extending through the former is the lug 32 whichis coupled with the trip member by securing nut.46 engaging with the threads of the lug 32 exteriorly of the inner face ofthe trip member. The thickness of each lug 44, 45 is materially less than the cross sectional length of the trip member and each lug 44, 45 is flush with the inner side face of the trip member, see Figure 4. The connection between the crank arm 31 and the trip member is at a point below the head of the track rail 2. The trip members have their upper faces positioned a substantial distance above the tread of the rail 2, see Figure 4. The weights 36 normally tend to maintain the trip members in an elevated position or rather the position shown in Figure 4. The construction of the crank shafts 21 and 24 is the same as the crank shafts 22 and 23 with this exception, that the crank shafts 21 and 24 are not provided with the de pending crank arms '30. The bearing for the body portion of the crank arm 21 or 24 and which is secured to the base of the track rail 2, is indicated at 47, Figure 3. The crank shaft 21, as well asthe crank shaft 24 has its inner end provided with a crank arm 31, similar to that formed on the crank shaft 22 or 23 and which is connected to the apertured lug 45 of a trip member in the same manner as the crank arm 31 of a crank shaft 22 or 23 is connected in position. The counterweight for the crank shaft 21 or 24 is indicated at 48;

The crank arm 30'of the crank shaft 22 is connected to the crank arm 10 of the shaft 6 by a connecting bar 49 and the crank arm 30 of the crank shaft 23 is connected to the crank arm ll of the shaft 6 by a con necting rod 50. The connecting rods 49 and 50 are clearly shown in Figures 1 and 3.

The trip member 16 is employedfor rockingthe shaft 6, to set the n'iechanism in signaling position when the train travels in the direction of the arrow 17 and the trip member 20 is provided for rocking the shaft 6, to set the mechanism insignaling position, when the train travels in the direction of the arrow 19. The trip member 18, which i will be hereinafter more specifically referred to, is employed for releasing the signaling mechanism rrom set position when the train loo its upper end formed with an outwardly ex-' tending, right angularly disposed combined support and bearing 52 in the form of a cy lindrical bar having the major: portion thereof, indicated at 53 of greater diameter than the outer portion thereof indicated at i 54, The providing of the portions 58, 54 of different diameters forms the combined support and bearing with a peripheral shoulder The reduced portion of the element 52' is peripherally threaded as at 56'.

that is that portion 53 of the element 52 is a sleeve 56 having its inner face snugly engaging with the periphery of the part 53 but with the sleeve 56 capableof shifting upon said part 53. The inner end of the sleeve 56 has formed integral therewith a depending arm 57, carrying a counterweight 58 at its lowerv end. The sleeve 56 at the top of its inner end is formed with an extension 59 disposed radially with respect to the axis of the sleeve 56 andwhich has secured therewith a signal arm referred to generally by the reference character 60 and consisting of an inner part 61 and an outer part 62, and with'the latter of greater length than the former. The part 61' is secured against the extension 59and thepart62 is angularly disposed with respect to the part 61 whereby when the signal arm 60 is moved to active position the part 62 will be disposed horizontally with respect 'to the road crossing 4- or in other words will extend transversely of the crossing, The part 62 is provided with a series of spaced. pivotally connected signaling members 68, whichdepend from the part 62 when the latter is shifted to extendtrans versely of the roadway 4 or rather crossing. The part 62 can be of any desired length.

Mounted upon the part. 53, of the element 52 and bearing against the inner end of the sleeve 56 is a flanged bearing member 64, which is keyed to a circular apertured disk of greater diameter than the diameter-of the sleeve 56. The bearing member 64 ex tends into the disk 65 and the latter is seated upon the bearing" member 64 as well as being secured thereto. A stepped securing nut 66 is mounted on the reduced portion 54 of the element 52 and bears against themember 64.

and disk 65. The nut 66 provides means for maintaining the sleeye' 56, bearingmember 64 and disk 65 on the element 52; Surrounding the sleeve 56 is a combined con trolling and cushioning spring 67 having one end, as at 68 connected to the extension'59 and part 61 of the arm 60 and its other end,

'see Figure as at connected to the (1131165. 7 The disk 65 is connected by a pull bar 70 to the crank arm 8 of the rock shaft 6, The spring 67 provides means for shifting the collar 56 on the element 52, but the spring 67'must be wound to increase its tension, before itacts to shift the signal arm 60 to signaling position'and by this arrangement the signaling arm is-not suddenly shifted to signaling position, butthe spring 67 sets up what may be termed a cushioning means or buffer means toovercome a quick set of the signaling arm 60. The arm 60 is shifted to signalnig position against the action of the counterweight 58 and also its controlling spring 67. When the arm 60 is shifted to signaling position it is latched in such position, untilthe trip rne1nber'18 is shifted whereby the arm 60' Revolubly mounted on the element 52,

is released and the spring 67, counterweight 58, as well as the counterweight 36will tend \Vhen the arm 60is shifted to signaling positionit is latched or releasably secured in'such. position and for such purpose a line position shown in Figresilient latchingmember 71 is provided,"

which coacts with a notch 72 formed on the inner face ofthe part 61 of the arm 60,"see

Figure 7. Thelatching' meinber 71 has its upper end secured, as at 73 to the upper end of an upstanding arm of an angle shaped bracket"74 which projectsfrom-one sideof the standard 51. The bracket 74 is formed with an openin 75 through which extends" a r'eleasing'rod (6 for the meInber SI. The opening 75 is formed in the horizontal arm of thebracket 74. 'The holdfast' devicefon securing the latching member tothe vertical arm of thebracket 74 is indicated at 77, The latching member 71 is secured to'the outer face of the vertical armof'the bracket 74. i The upstanding and horizontal arms of i the bracket 74 are angular-1y disposed with respect to the standard or rather extend towards the standard at an inclination so as to conform to the inclination of the part 61 of thearni60 when the latter is shifted to signaling position and in this connection The trip member 18 which is arranged between the rock shaft 6 and one side of the road crossing 4,is'constructed similar to the trip members l6 and 20 andis pivotally car ried bya pair of crank shafts 78, 79. The

trip member is arranged in spaced relation with respect to the standard 51, but inwardly thereof. The crank shafts 78, 79 are mounted in spaced bearings 80, see Figure 5which are secured to the lower face of the' base of the track rail 2. The crank shaft 78 is constructed inthe same manner as a crank shaft 21 or 24 and the crankshaft79 is constructed in the same manner as a crank shaft 22 or 23 withithis exception that the lat outer end of the crank shaft 79 is provided with anupstanding crank arm 81 which is connected to the lower end of the pull rod or bar 76, see Figure 7 A supporting member is secured to certain of the ties 3, exteriorly of the track rail 2 and in opposed relation with respect thereto, and such support is indicated at 82 and carries a pair of spaced bearings 83 for the crank shaft 78, 79. The upper end of the crank arm 81 is provided with an eye 84 to provide a loose connection, as at 85 between the lower end of the rod or bar 76 and the upper end of the crank arm 81. The eyes 13, 142 and 15 of the crank arms 8, 10 and 11 respectively provide means for pivotally connecting the pull rod or bar 70, the pull rod 50 and the pull rod 49 respectively with the shaft 6.

The controlling spring 67 functions in a winding manner to increase the tension thereof before the signal arm is shifted to signaling position, as the disk with the member 64 is revolved on the element 52 to wind the spring 67 before the latter acts to shift the signaling arm 60 to active position. This as before stated sets up what may be termed a cushioning action or retarding action for the arm 60 before it is shifted to active position. This arrangement prevents any sudden operation of the arm 60 and thereby materially increases the life thereof, furthermore it also provides means whereby the arm is not lowered in a quick manner but the movement to active position is slow. The spring 67 also acts as a cushioning means when the arm 60 is returned to inoperative position, due to the action of the counterweights, as the tension of the spring 67 is gradually released when the arm 60 moves upwardly.

Thetrip member 18 provides means for operating the releasing mechanism for the arm 60 when the train-travels in the direction of the arrow 17 or in the direction of the arrow 19. The actuation of the trip member 18 is had while the train is travelling over the crossing and after the signal arm 60 has been shifted to signaling position.

When it is desired to employ two signaling arms for the crossing, the arms being disposed in opposite directions, and arranged at each side of the track, it is not necessary to employ an additionalset of trip members as the set of trip members shown will be common to the shaft 6 for the purposeof operating both arms. An additional pull rod would be employed and connected to the crank arm 7 on the rock shaft 6 and with the pull rod 7 0 attached to the shiftingmechanism for the arm 60 constructed and arranged as shown in Figure 6 and with said shifting mechanism carried by a standard 51 or rather the element 52 extended fromthe upper end of the standard 51. The

shifting mechanism for the arm 60 would be connected therewith in the same manner as that shown in Figure 6. A single latching mechanism is all that is necessary to be employed when two signaling armsare employed and such arms extend in opposite directions with respect to each other and horizontally of thecrossroad when the arms are shifted to active position.

It is thought the many advantages of an automatically operable signaling mechanism 1 for railway crossings, in accordance Wltll this invention, can be readily understood and although the-preferred embodiment of the invention is as illustrated and described, yet it is to be understood that changes in the details of construction can be had which will fall within the scope of the invention as claimed.

l Vhat I claim is: v 1. A signaling mechanism; for the purpose set forth comprising a trip member capable of being depressed by a body "travelling thereover, a signal arm normally in an inactive position, a shifting device for moving said arm from inactive to active position when said member is depressed and including a resilient winding element connected with the arm, counterweighted means pivotally connected with and normally supporting said member in an elevated position an rocked from normal supporting position on the depression of said member, an operating shaft, a connection between said means and shaft for shifting the latter when said member is depressed,,and a connection between said operating shaft and device to provide for the latter movingsaid'signal arm to active position when said member is depressed.

2. A signaling machanism'for the purpose set forth comprising a trip member capable of being depressed by a body travelling thereover, a signal arm normally in an inactive position, a shifting device for moving said arm from inactive to active position when said member is depressed and including a resilient winding element connected with the arm, counterweighted means pivotally connected with and normally supporting said member in an elevated. position and rocked from normal supporting position on the depression of said member, an operating shaft, a connection between said means and shaft for shifting the latter when said member is depressed, a connection between said operating shaft and device to provide for the latter moving said signal arm to active position when said member is. depressed, a latching means automatically engaging with said arm for detachably securing it in active position, and a releasing device for said latching means includinga depressible element operated subsequent to the operation of said member.

3. A signaling mechanism for the purpose set forth comprising a pair of spaced trip members each capable of being depressed by a body travelling thereover, a signal arm normally in inactive position, a shifting device for moving said signal arm to active position when either one of said members is depressed and including a resilient winding element connected to said arm, .counterweighted means associated with each of said members for pivotally supporting its associated member in normal elevated position and actuated from normal supportingposition for said member on the depression. of its associated member, an operating shaft,.an operative connection between said shaft and each of said counterweighted means andoperat-ed when either one of said counterweight means is actuated on the depression of its associated member, and a connection between said operating shaft and'said shifting demembers for pivotally supporting its associated member in normal elevated position and actuated from normal supporting position for said member on the depression of its associated member, an operating shaft, an operative connection for said shaft from each of said counterweighted means and operated when either one of said counterweight means is actuated on the depression of its associated member, a connection between said operating shaft and said shifting device to provide for the moving ofsaid arm to active position when one of said counterweighted means is actuated, a. latching means engagingwith said arm for detachably securing it inactive position when moved to the latter position, and a releasing device for said latching means including a depressible element operated subsequently to the operation of either one of said trip members.

5. A signaling mechanism for the purpose set forth comprising a signal arm normally in an inactive position, a revoluble shifting device therefor for moving it from active to inactive position and including a windable combined operating and cushioning spring therefor, operating means for said device, an actuation connection between said means and device, a pair of trip operated mechanisms 6. A signaling mechanism for the purpose set forth comprising a signal arm normally inan inactive position, a revoluble shifting tlQVlCG therefor for moving it from active to inactive position and including a wind able combined operating and cushioning spring therefor, operating means for said device, an actuation connection between said means and device, a pair of trip operated mechanisms connected to said operating means and selectively actuated to provide for the operation of said means thereby causing the revolving of said device to successively wind the spring and the shift of said arm to active position, a latching means automatically engaging with said arm for detachably mintaining it in active position, a trip operated means for releasing said latching means after the arm has been shifted to active position, and said device and each of said pair of trip operated mechanisms provided with .counterweights.

In testimony whereof, I aflix my signature hereto.

ROSCOE A. STALLINGS connected to said operating means and se- 

